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Service Training

Self-Study Programme 556

The 7-speed Dual Clutch Gearbox 0GC

Design and function


The development story behind the new 7-speed dual clutch gearbox 0GC

- The dual clutch gearbox 0BT made its debut at Volkswagen Commercial Vehicles with the T5 model year
2010. As the forefather of this gearbox development, it has provided the basis for the design and function of
a new gearbox generation.
- At Volkswagen Passenger Cars, the dual clutch gearbox 0BT featured in the Tiguan model year 2011 with the
designation 0BH.
- A new gearbox production site was set up in China.
The gearbox 0BH was further developed for that factory and was given the designation 0DE.
- The aim of continuously reducing consumption and CO2 emissions has given the impetus to develop a more
efficient gearbox from that transmission. The result is the dual clutch gearbox 0GC.

s556_077

This gearbox is based on the dual clutch gearbox 0BH/0BT. Please refer to SSP 454 The 7-speed
dual clutch gearbox 0BT in the T5 2010 for information on the design and function.

The measures to reduce CO2 are described in this SSP.

The Self-study Programme shows the For current testing, adjustment and repair
design and function of instructions, refer to the relevant service
new developments. literature. Important
The contents will not be updated. Note

2
Contents

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
The development goal for the 7-speed dual-clutch gearbox 0GC . . . . . . . . . . 4
Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Gearbox design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Gearbox bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

Oil circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Oil management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Oil pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

Mechatronic unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22


Overview of mechatronic unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Low-leakage valve control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Hydraulics diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Information about towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

Test your knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31

3
Introduction

The development goal for


the 7-speed dual-clutch gearbox 0GC
The main priority during the development of the 7-speed dual clutch gearbox 0GC was reducing CO2 emissions.
The following technical modifications have cut CO2 emissions by 6g/km compared with the dual clutch
gearbox 0DE:
- Low-friction shaft bearings and differential bearings
- Low-friction seals on the shafts
- A new oil pump concept
- A low-leakage hydraulic system
- Low-friction gearbox oil

A further 1g/km of CO2 is saved with the start/stop system.


Compared with the dual clutch gearbox 02E/0D9, an additional CO2 reduction of 3g/km is achieved thanks to the
7th forward gear in the OGC.

s556_016

4
Technical data
The following technical data characterise the 7-speed dual clutch gearbox 0GC:

Type of gearbox Hydraulic dual clutch gearbox


Number of gears 7 forward gears and 1 reverse gear
Number of drive shafts 2 concentric drive shafts
Number of output shafts 2 output shafts
Number of clutches 2 wet clutches
Maximum torque 420Nm
Weight 85kg (+ 2kg auxiliary hydraulic pump)
Number of hydraulic pumps 2 hydraulic pumps
Oil volume 7 litres of low-friction gearbox oil
Oil specification See ELSA
Oil change interval See ELSA

s556_015

5
Gearbox design

Gearbox bearings
Fixed and floating bearings are used for the output
shafts in the dual clutch gearbox 0GC.
The shafts are installed in way that ensures low
friction and no preload.
Advantages of using fixed and floating bearings:
- Heat expansion of the shaft is not critical
- Changing axial loading is not critical

All gears use single synchromesh and are


carbon-coated.

Fixed bearings

s556_010

The fixed bearings are deep groove ball bearings and


are located in the gearbox housing. The deep groove
ball bearings can absorb radial and axial forces.

6
Floating bearings

s556_008

The floating bearings are cylindrical roller bearings


and are located in the clutch housing. The cylindrical
roller bearings can absorb radial forces.

Double groove ball bearings

s556_036

The double groove ball bearings in the differential


s556_037 can absorb radial and axial forces. The small contact
surfaces between the balls and the bearing races
reduce the rolling resistance.

7
Gearbox design

Seals
The following seals on all shafts are now low-friction following the switch to
fixed and floating bearings:
- Gasket on clutch cover
- Seals on pressure transfer to dual clutch
- Seals for deep groove ball bearings

Output shaft 1
Seals for deep groove ball bearings

Seals on pressure
transfer to dual
clutch

Gasket on clutch
cover

Input shafts 1
Output shaft 2
and 2 Seals for
deep groove ball
bearings s556_070

8
Oil circuit

Oil management
Oil levels
A low-friction gear oil is supplied to the gear set, the dual clutch and the mechatronic unit J743.
The mechatronic unit has its own oil chamber that is filled with oil up to the overflow edges.
The oil cools the valve coils, reduces the operating noise and ensures that the mechatronic unit is vented. The oil
level in the gear casing is reduced to a minimum to avoid unnecessary churning/drag losses.

Overflow edges on senders


G487 and G489

s556_071

Oil level in
mechatronic unit
Oil level in gear casing

9
Oil circuit

Oil distribution in the gear casing


The oil is distributed in the gear casing by the A B C
following components:
- Baffle plate (A)
- Oil guide with oil pick-ups (B)
- Oil channel (C)

The baffle plate and the oil channel ensure a


consistently low oil level in the gear casing.
An oil guide ensures lubrication of the bearings on
the output shafts.

s556_072

Baffle plate

The baffle plate is located in the gearbox on the D


clutch housing.

Design
The baffle plate is a plastic cover plate with an inlet
opening and a drain hole.
It is bolted onto the clutch housing creating an oil
reservoir.
E
Task
The baffle plate ensures a low oil level when the
vehicle is moving and at higher gearbox
s556_073

temperatures. This reduces oil churning by the gear


wheels and increases the efficiency.
The oil level is increased by the baffle plate being
empty when the gearbox is cold and the vehicle Baffle plate Oil reservoir
moves off. This aids the intake of oil by the pumps.

Function
The oil for the clutches is supplied to the baffle plate via an oil channel. The oil temperature influences the filling
quantity in the oil reservoir. If the oil is warm, more oil flows in, than can drain out of the drain hole.
The oil level in the baffle plate increases thus compensating for the expansion of the oil in the gear casing.

Result
Unnecessary oil churning losses are avoided.

10
Oil guide

The oil guide is located in the clutch chamber of the gearbox.

Design Function
The oil guide is made of plastic. It has three oil pick- The outer oil pick-ups with integrated channels carry
ups and two integrated channels to the output the oil escaping from the clutches into the output
shafts. shafts. The oil flows through bores to the needle
bearings.
Task The oil from the middle oil pick-up is fed into the
It leads the oil from the clutches into the gear casing gear casing.
and directs part of the oil into the interior of the
output shafts. Result
The needle bearings on the output shafts are
lubricated.
The warm oil is returned to the oil circuit.

Oil pick-up Needle bearing Clutch

s556_067
The hydraulic fluid is splashed from below onto the oil The integrated channel guides the hydraulic fluid into
pick-up by the clutch. the hollow bores of the output shafts.

11
Oil circuit

Oil pumps
The 7-speed dual clutch gearbox has one mechanically driven hydraulic pump and one electrically driven
hydraulic pump. The electrically driven hydraulic pump is the auxiliary hydraulic pump V475. It is driven by a
brushless direct current motor. There is a changeover valve between the pumps.
The pressure regulating valve N218 regulates the position of the piston in the changeover valve via a control line.

Electric motor for auxiliary


hydraulic pump 1 for
gearbox oil V475

Auxiliary hydraulic pump 1


for gearbox oil V475

Suction filter

Changeover valve

12
s556_068

N218

ATF drain plug for mechatronic unit oil chamber


Control line

Mechanically driven main


oil pump

Overflow pipe with ATF drain plug and seal

13
Oil circuit

Mechanically driven main oil pump


The mechanically driven main oil pump (MOP) is a vane pump. It is driven by gear teeth on the clutch pack.

Task
Supply of low-friction gear oil for:
- Oil supply to the mechatronic unit
- Cooling and actuation of the dual clutches
- Cooling and lubrication of shafts and gears

Design
There are movable vanes on the rotor. The vanes create 12 chambers inside a magnetic
cam ring.
There is a non-return valve in the pump housing.

Function
During pumping operation, the vanes are pressed against the cam ring by the system pressure. The centrifugal
forces on the vanes help seal the individual chambers. The chamber sealing is thus controlled according to the
pump load and optimises the efficiency of the main oil pump.
There is no system pressure yet when the engine is started. The slightly magnetic cam ring pulls the vanes
outwards and improves the pump start-up and pressure build-up.
The delivery rate per revolution is 8 ccm.

Housing
Cam ring
Cam ring

Pressure side Vane


Rotor Rotor gap

Vane

Non-return valve Rotor


System pressure
s556_079

s556_040

14
Changeover valve
The changeover valve is located between the main oil pump and the auxiliary hydraulic pump V475.

Task
The changeover valve distributes the oil flow from
Changeover valve
the auxiliary hydraulic pump.

Design
There is a spring-loaded piston in the changeover
valve.
s556_041

Spring-loaded piston

Oil flow from the auxiliary hydraulic pump


Function
Oil flow to the When the piston is in the rest position,
mechatronic unit the oil flow is used to supply the mechatronic unit.
s556_056

Piston in rest position

If oil is forced against the piston via the control line,


Oil flow for
the oil flow is directed to cool the clutches.
cooling
The non-return valve in the main oil pump (see page
14) prevents oil flowing to the pressure supply.
s556_057

Piston releases oil flow for


Control line cooling

15
Oil circuit

Auxiliary hydraulic pump 1 for gearbox oil V475


The auxiliary hydraulic pump 1 for gearbox oil V475 is an annular gear pump (duocentric pump).
It is activated on-demand and driven by an electric motor.

Task
The auxiliary hydraulic pump supports the mechanically driven main oil pump with the pressure supply and with
cooling, e.g.:
- When there is a high load requirement in the low rev range
- In stop-and-go traffic
- In start/stop mode
- During idling drag

Design
The outer ring has one more tooth than the inner gear.
The inner gear and outer ring have different centering points.

Function
The outer ring and the inner gear rotate in one direction. The cavity varies during rotation due to the offset
centering of the inner gear to the outer ring. The cavity becomes larger past the suction opening. The oil is drawn
in. The cavity is reduced as the pump turns towards the outlet. The oil is pushed out of the pump at the outlet
and is delivered to the changeover valve.

Technical data
Delivery rate: approx. 3ccm per revolution
11.512 litres at 4,000rpm

Outer ring

Housing

s556_043
Line to changeover valve

Inner gear

Supply from suction filter

16
Electric motor for auxiliary hydraulic pump V475

This electric motor is bolted to the outside of the clutch housing. It can be renewed without opening the gearbox.

Task
The motor drives the auxiliary hydraulic pump.

Design
The motor is a brushless direct-current motor with control electronics and a position sensor on the rotor.
There are cooling oil bores in the motor housing.
The voltage supply and the powertrain CAN bus are assigned to the connector.

Function
The speed requirement signal is transmitted by the mechatronic unit via the powertrain CAN bus to the motor.
Control electronics activate the motor and measure the speed via the rotor position sensor. Among other things,
this allows a motor seizure to be detected.
Low-friction gear oil flows through the bores in the motor housing to the inside and cools the motor.

Technical data
Max. speed: 4,000rpm
Control range: from 100 to 4,000rpm
Start-up time: 50 ms

Electric motor

Cooling oil bores s556_044

Control unit with connector

Auxiliary hydraulic pump

17
Oil circuit

Interaction of hydraulic pumps


While you drive, the mechatronic unit recognises the oil requirement in the different driving situations. It
regulates the interaction of the pumps so that the requirement is sufficient at all times.
Four operating states are distinguished here:
- Oil supplied by the mechanically driven main oil pump
- Support of the oil supply by the auxiliary hydraulic pump
- The cooling function of the auxiliary hydraulic pump
- Activation of the auxiliary hydraulic pump in start/stop mode

The mechatronic unit controls the changeover valve


with the pressure regulating valve N218. The
position of the piston in the changeover valve is
varied via the control line.

The following applies to all regulating


modes:
the oil supply to the clutches Changeover valve Control line N218
and gear actuators always takes priority
s556_045
over the cooling of the clutches and the
gear set.
T
OK

Oil supply from the mechanically driven


main oil pump

The mechanically driven main oil pump (MOP) Q


delivers the oil flow (Q) for the mechatronic unit. OK

RV
Mechatronic unit

N218

RV
Control line CV

MOP AP

V475
s556_058

18
Support of the oil supply by the auxiliary hydraulic pump

The auxiliary hydraulic pump is activated when the mechanically driven main oil pump (MOP) is not delivering
enough oil. This can occur in the following driving situations:
- When there is a high load requirement in the low rev range
- In stop-and-go traffic
- In start/stop mode

The additionally delivered oil flow passes through the changeover valve (CV) to the non-return valve (RV).
The non-return valve is lifted and the oil flow from both pumps is used to supply oil.

Q Q
not OK OK

RV RV
Mechatronic unit

Mechatronic unit

N218 N218

RV RV
CV CV

MOP AP MOP AP

V475 V475
s556_059 s556_060

The mechatronic unit detects when the oil flow rate The motor drives the auxiliary hydraulic pump. The oil
through the mechanically driven main oil pump is too low. supply is safeguarded together with the mechanical main
oil pump.

19
Oil circuit

Cooling function of the auxiliary hydraulic pump

If, at low engine speeds, the mechatronic unit calculates a high temperature at the clutches, it will activate the
auxiliary hydraulic pump (AP) and the pressure regulating valve N218. The changeover valve (CV) is operated via
the control line. The oil delivered by the auxiliary hydraulic pump now cools the clutches.

T T
not OK OK

RV RV
Mechatronic unit
Mechatronic unit

N218
N218

RV CV RV CV
Control line

MOP AP MOP AP

V475 V475
s556_061 s556_062

The mechatronic unit calculates a temperature that is too Activating the auxiliary hydraulic pump (AP) and the
high at the clutches (T not OK). pressure regulating valve N218 ensures additional cooling
of the clutches (T OK).

20
Activation of the auxiliary hydraulic pump in start/stop mode

Before the combustion engine starts, the auxiliary hydraulic pump supplies the mechatronic unit with oil.
The vehicle is quickly made ready to drive. The auxiliary hydraulic pump (AP) fills the mechatronic unit lines and
builds up the initial pressure.

RV RV
Mechatronic unit

Mechatronic unit

N218 N218

Brake applied Brake not


RV RV applied
CV CV

MOP AP MOP AP

V475 V475
s556_063 s556_064

No oil is pumped when the combustion When the driver releases the brake, the auxiliary hydraulic
engine is switched off. pump (AP) is activated during the starting procedure.

21
Mechatronic unit

Overview of mechatronic unit


The design of the mechatronic unit corresponds with the design of the mechatronic unit from 0BT/0BH. The
designations for the gearbox input speed sender have changed. G501 has become G612 and G502 has become
G632.
The following illustrations show the design of the mechatronic unit with the sensors and actuators.

Sensors G612
G632
G487
G489

s556_047

G488 G490

G487 Gear selector movement sensor 1

G488 Gear selector movement sensor 2 G632 Gearbox input speed sender 1
(drive shaft 1)
G489 Gear selector movement sensor 3 The following two senders have been integrated into the
mechatronic unit and are not visible from the outside:
G490 Gear selector movement sensor 4 G545 Hydraulic pressure sender 1
(measures the actuation pressure on clutch K1)
G612 Gearbox input speed sender 2 G546 Hydraulic pressure sender 2
(drive shaft 2) (measures the actuation pressure on clutch K2)

22
Actuators
The pressure regulating valves N436, N440 and N472 are pilot valves. They regulate the position of a
downstream modulating piston. The pressure regulating valve N218 is new and influences the direction of the oil
flow from the auxiliary hydraulic pump in the changeover valve.

Electrical
N439
connection
N435

N471

N436 N440

N472
N433

N438

DBV

N437

N434

N218

s556_046

N218 Automatic gearbox pressure regulating valve 4 N438 Valve 2 in sub-gearbox 2


(actuates the changeover valve) (operates the gear actuator for gears 4 and R)
N433 Valve 1 in sub-gearbox 1 N439 Valve 3 in sub-gearbox 2
(operates the gear actuator for gears 1 and 5) (actuates clutch K2)
N434 Valve 2 in sub-gearbox 1 N440 Valve 4 in sub-gearbox 2
(operates the gear actuator for gears 3 and 7) (safety valve 2)
N435 Valve 3 in sub-gearbox 1 N471 Cooling oil valve
(actuates clutch K1) (regulates the flow rate for cooling oil
N436 Valve 4 in sub-gearbox 1 requirements)
(safety valve 1) N472 Main pressure valve
N437 Valve 1 in sub-gearbox 2 (regulates the working pressure)
(operates the gear actuator for gears 2 and 6) DBV Pressure relief valve

23
Mechatronic unit

Low-leakage valve control


The low-leakage valve control is a combination of a 3/3-way proportional valve (pilot valve) with a downstream
modulating piston.
When no current is supplied to the pilot valve, the modulating piston opens the return for sub-gearbox 1 (SG1).

Pilot valve

No current

Return

Inflow
s556_081

Modulating piston

Spring

Control line

supply and return SG1

The working pressure is regulated by a low pressure in this combination.


Advantages:
- We have been able to make the solenoid in the 3/3-way proportional valve smaller as only a low control
pressure is required to operate the modulating piston. This saves space and weight.
- The solenoid has a low power consumption.

Further explanation
The term oil pressure (control pressure) is used in a closed hydraulic system.
If a valve (gear actuator valve) opens the hydraulic system, the term oil flow rate is used.
The delivered oil flow rate thus maintains the oil pressure in the opened system.

In physics, pressure is the product of a force acting vertically on an area.


The force is thus calculated from the pressure multiplied by the area.

24
Pilot valve (valve 4 in sub-gearbox 1 N436)

Task
The pilot valve regulates the position of the
modulating piston (safety valve SV1).

Solenoid
Design
The pilot valve contains a solenoid, an armature and
Armature a piston.

Function
A magnetic field is created when the solenoid is
Control edge
energised. This moves the armature with the piston
up and down inside a cylinder. The position of the
Control edge piston is set by means of an equilibrium of forces
Piston between the strength of the magnetic field and the
pressure applied to the modulating piston.
Cylinder
The control edges on the cylinder modulate the
s556_049 control pressure acting on the modulating piston.

Modulating piston (safety valve 1 SV1)

Task
Control line from pilot valve
The modulating piston supplies the gear and clutch
Control chamber
actuators in sub-gearbox 1 with low-friction gear oil.
Control chamber Spring

Design
The spring-loaded modulating piston is fitted in the
valve body of the mechatronic unit.
The modulating piston is located between two
control chambers.
s556_075

Modulating
piston
Valve body
Control line
Regulated oil volume

25
Mechatronic unit

Function Pilot valve


When a stronger current is supplied to the solenoid,
the armature moves downwards with the piston. Full current
The supply is opened by the restrictor and the
control pressure passes from the pilot valve to the Return
left-hand control chamber of the modulating piston. Inflow

Modulating piston

Left-hand s556_074
control High oil flow rate to SG1
chamber

The modulating piston is pushed against the spring


because a force disequilibrium exists between the
left-hand control chamber and the right-hand Force
control chamber. disequilibrium

s556_083
Right-hand control
chamber

Spring

Modulating piston

Left-hand control chamber

The regulated oil flow reaches sub-gearbox 1 (SG1)


through the open modulating piston. At the same
time, part of the oil flows through the control line to
Equilibrium of
the right-hand control chamber.
forces
Together with the spring, the oil pushes the
modulating piston against the control pressure from
the pilot valve. s556_084
It establishes an equilibrium of forces.

Right-hand
control chamber

Left-hand Control line


control
chamber High oil flow rate to SG1

26
Pilot valve
If the current to the solenoid is reduced, the control
Varying
current pressure from the pilot valve to the regulating valve
is also reduced.
Return

Inflow

Modulating piston

s556_082
Low control pressure on modulating piston

The modulating piston will be moved to the left by


the spring reducing the oil flow to sub-gearbox 1.
At the same time, less oil flows to the right-hand
Force
disequilibrium control chamber.

s556_086
Right-hand control
chamber

Spring

Modulating piston

Left-hand control chamber

An equilibrium of forces between the left-hand and


right-hand control chamber is established again.

Equilibrium of
forces

s556_085

The oil flow rate to sub-gearbox 1 (working pressure)


Right-hand is regulated by applying a low control pressure to the
control chamber modulating piston (low pressure) in the way
described here.
Left-hand Control line
control
chamber Low oil flow rate to SG1

27
Mechatronic unit

Hydraulics diagram

DBV

N218 N472

CV
MOP V475

VOL

SG1 SG2
N471

RD

N436
SV1

VS

N433 N434

N435
K1 K2
G487 G488

G545

G487 Gear selector movement sensor 1 G490 Gear selector movement sensor 4

G488 Gear selector movement sensor 2 G545 Hydraulic pressure sender 1


(measures the actuation pressure on clutch K1)
G489 Gear selector movement sensor 3 G546 Hydraulic pressure sender 2
(measures the actuation pressure on clutch K2)

28
N218 Automatic gearbox pressure regulating valve 4
(actuates the changeover valve)
N433 Valve 1 in sub-gearbox 1
(operates the gear actuator for gears 1 and 5)
N434 Valve 2 in sub-gearbox 1
(operates the gear actuator for gears 3 and 7)
N435 Valve 3 in sub-gearbox 1
MP (actuates clutch K1)
N436 Valve 4 in sub-gearbox 1
(safety valve 1)
N437 Valve 1 in sub-gearbox 2
(operates the gear actuator for gears 2 and 6)
N438 Valve 2 in sub-gearbox 2
(operates the gear actuator for gears 4 and R)
N439 Valve 3 in sub-gearbox 2
BP (actuates clutch K2)
N440 Valve 4 in sub-gearbox 2
(safety valve 2)
N471 Cooling oil valve (regulates the flow rate for
cooling oil requirements)
N472 Main pressure valve
(regulates the working pressure)
V475 Auxiliary hydraulic pump 1 for gearbox oil

N440 BP Bypass valve


SV2
CV Changeover valve

DBV Pressure relief valve

K1 Clutch 1

N437 N438 Clutch 2


K2

MOP Main oil pump


N439
G490 G489 MP Main pressure valve

RD Residual pressure valve


(regulates the cooling oil pressure to 3 bar)
R
G546 SG1 Sub-gearbox 1

s556_078 SG2 Sub-gearbox 2

Working pressure circuit SV1 Safety valve 1


Cooling circuit
SV2 Safety valve 2
Return
Return VOL Volume regulating valve

VS Valve, spray pipe

29
Service

Maintenance
The gear oil is changed at the maintenance intervals specified in ELSA.
You drain the gear oil via the drain plug on the gear casing and the mechatronic unit.
There is no need to change the oil filter. The filter has been designed for lifetime use.
The following should be observed when changing the oil:
- Oil temperature of 35C45C
- Switch off the engine
- Set the selector lever to the P position
- Wait 45 minutes before draining

The reason for the waiting time is:


the oil in the baffle plate needs time to drain into the gear casing.

You will find exact details on the gear oil change in the repair manual.

Information about towing


If a vehicle with the 0GC gearbox has to be towed, the usual restrictions for automatic gearboxes need to be
observed:
- Switch on ignition
- Activate the manual release mechanism for the parking lock
- Move the selector lever to the N position
- The maximum towing speed is 50km/h
- The maximum towing distance is 50km
- If you tow the vehicle with a raised axle, then only raise the front axle.

Reason
If the engine is not running, the oil pump will not be driven and certain parts in the gearbox will not be lubricated.
If you do not observe the towing requirements, serious gearbox damage may result.

Please observe the further descriptions and information on the topic of tow-starting and towing in
the owner's manual.

30
Test your knowledge

Which answers are correct?

One or several of the given answers may be correct.

1. When is the pressure regulating valve N218 actuated?

a) During pressure build-up with the mechanical main oil pump.

b) For additional cooling of the clutches

c) In start/stop mode

2. How does the mechatronic unit receive information about the flow rate or the temperature
at the clutches?

a) From sensors

b) From the pressure regulating valve N218

c) By means of a calculation model in the mechatronic unit

3. What enabled us to configure the mechanically driven main oil pump with a lower oil
delivery output?

a) The auxiliary hydraulic pump V475

b) A low-leakage valve control system

c) A low-friction oil

4. What measures were implemented to reduce CO2 emissions?

a) A new pump concept with low-leakage hydraulics

b) Eight forward gears

c) Low-friction bearings for the shafts and low-friction seals

1. b); 2. c); 3. a), b; 4. a), c)


Answers:

31
556

VOLKSWAGEN AG, Wolfsburg


All rights reserved. Subject to technical changes.
000.2813.13.20 Technical status 06/2017

Volkswagen AG
After Sales Qualification
Service Training VSQ-2
Brieffach 1995
D-38436 Wolfsburg

This paper was manufactured from pulp that was bleached without the use of chlorine.